DOCSLIB.ORG

ATP IFR Flight Planning Training Supplement

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text

Load more

IFR Flight Planning Training Supplement ATPFlightSchool.com Revised 2018-12-03 Revised 2018-12-03 Copyright © 2018 Airline Transport Professionals. No part of this publication may be reproduced, stored in a retrieval system, or transmitted, in any form or by any means electronic, mechanical or otherwise, without the prior written permission of Airline Transport Professionals. To view recent changes to this supplement, visit: atpflightschool.com/changes/supp-ifr Contents Introduction .................................... 1 Pre- Planning Preparation .............. 2 Overview ..................................................... 2 Weather ....................................................... 3 NOTAMs ...................................................... 5 Preferred Routes ....................................... 5 Departure Segment Planning........ 6 Departure Airport Information ................... 6 Takeoff Minimums ...................................... 6 Departure Procedure ................................. 6 Top of Climb Calculations ........................... 7 Arrival Segment Planning .............. 8 Arrival Procedure ....................................... 8 Descent Planning ....................................... 9 Arrival Airport Information .......................10 Choosing an Alternate ..............................10 Enroute Segment Planning .......... 11 Federal Airway Routing .............................11 Direct Routing Between Navaids or Fixes 12 IFR Altitudes .............................................12 Cruise Performance ..................................13 Navigation Log ............................. 14 Flight Plan Form & Filing .............. 15 Introduction The purpose of this supplement to consider the additional factors and concerns associated with IFR Flight. Thorough understanding of VFR Flight Planning is assumed, and the use of the VFR Flight Planning Supplement is recommended for completing the flight planning process and performance calculations. Resources • Enroute Charts • Departure, Arrival, and Approach Charts • Airport/Facility Directory (A/FD) • Navigation Logs • Aircraft POH/AFM • E6B Computer • FAR/AIM Both the pilot and the aircraft must be current for IFR Flight. • Pilot: 61.57(c) • Aircraft: 91.411, 91.413, 91.171, and other inspections. Introduction • 1 SECTION 1 Pre- Planning Preparation Overview ForeFlight > Maps > VFR Sectional 1. Create a straight line between the two airports using the Search Airport or Route box, and add your UTC departure time into the search box. 2. In ForeFlight, look at the total straight–line distance in the nav log bar that appears. Consider the possibility of needing to stop for fuel. Look for range information in the Performance section – “Range Profile” Chart of the POH to verify for your specific aircraft. If you actually plan to fly this flight, be sure you are adhering to specific ATP fuel policies. The following fuel limitations apply to all operations in ATP aircraft. The maximum duration of flight limitation is based on the airplane’s fuel tank capacity. Less than 48 gallons ....................................... 2:30 duration 48 gallons or greater ...................................... 3:30 duration ATP policy is for all flights to depart with full fuel tanks unless operational necessity dictates otherwise. HECKRIDE C For the checkride, you are required to plan to your first fuel stop. FACT 3. Conduct a survey of the VFR Sectional on the iPad to learn more about the geographical area that the flight will cover (e.g. northern Arizona to southern California). This provides a framework to better correlate weather reports to the route of flight. Consider your route based on terrain. A VFR sectional is required for all IFR cross country flights in mountainous terrain. An airport is required within engine–out 2 • Pre- Planning Preparation glide distance for all IFR Cross Country flights in a single–engine airplane. An airport is required within single–engine drift down distance for all IFR cross country flights in a multi–engine airplane. Plan your route accordingly. Weather NOTE: If WiFi is unavailable, get a weather briefing from another approved source. 4. Refer to graphical weather products first in order to get a general picture of the weather conditions. This is an important cue for the pilot to know which specific details are needed to look for within the textual reports and forecasts. Conduct a weather analysis using weather overlays in ForeFlight. Review ATP's Plan. Brief. File. video for methods. ForeFlight > Maps > Radar This graphic indicates areas of precipitation only, not clouds. To avoid precipitation, this chart is helpful, but to avoid clouds, reference the TAF and Area Forecast. Be aware that it shows present conditions, not forecast. ForeFlight > Maps > Satellite This graphic gives you a current visual guide to clouds. Be aware you tops have tops of ceiling information with this graphic, and that it shows present conditions – not forecast. ForeFlight > Maps > PIREPs Because UAs come directly from pilots, they are the only weather product containing direct observations made of the actual conditions in flight. Pay special attention to the location and time of the report. UAs are particularly helpful in determining areas of turbulence and icing. ForeFlight > Maps > Flight Rules This graphic can help the pilot quickly determine areas of IFR and VFR weather conditions, which can give the pilot a visual sense of which route may be best. ForeFlight > Imagery > NOAA Prognostic Charts > Surface Analysis Chart(s) Review this graphic to locate large weather systems such as fronts and pressure systems. This can cue the pilot as to what general weather may be expected along the route. Pre- Planning Preparation • 3 ForeFlight > Imagery > Outlook > Low Level Chart(s) This chart is a forecast; therefore, it can be helpful when looking ahead up to 24 hours before a flight. ForeFlight > Imagery > AIRMETS/SIGMETS > Forecast AIR/SIGMETs Look at the graphic forecast for your estimated time of departure to see forecast. ForeFlight > Imagery > Winds Aloft > Lower Level Chart(s) These graphics can be very helpful at getting a quick glance of the wind and temperature conditions for the flight. In just a few seconds, it can be determined whether there will be a head wind or tailwind and whether the temperature will be above or below freezing. ForeFlight > Imagery > Icing > Lowest Frz. Level (appropriate forecast) The freezing level chart can give a quick glance as to whether the flight will be above or below the freezing level, but keep in mind that this product is merely an observation, not a forecast. 5. Get a preliminary briefing on the iPad to view textual weather information. You’ll get a more through, legal briefing once you’ve determined your route of flight. ForeFlight > Maps > Nav Log > Share > File & Brief > Brief NOTE: Verify your CSC DUATS account is saved in ForeFlight. ForeFlight > Brief > Severe Weather Outlook & Warnings This information is helpful in looking ahead up to the next day to determine if there is a chance for thunderstorms along the planned route of flight. ForeFlight > Brief > Departure and Destination Closest Terminal Weather The TAF is one of the most important weather products to the IFR pilot as its forecast information can be used to predict weather at the destination and alternate airports. ForeFlight > Brief > FA Synopsis and VFR Clouds/Weather The FA forecasts cloud height, precipitation, and visibility with respect to specific geographic regions. This information, when combined with the information from the Winds and Temperatures Aloft forecast, can be very helpful 4 • Pre- Planning Preparation in determining whether conditions for structural icing exist along your planned route of flight. Single Engine aircraft will not be flown with a ceiling less than 1,000' or a visibility less than 3 miles, unless prior approval has been received from Flight Operations. NOTAMs 6. Look at all NOTAM information in the Briefing. NOTAM information is critical to flight safety and should be accessed prior to any flight. NOTAMs can contain information relating to airport closures, navaid service outages (including GPS satellite availability), MEA changes, IAP changes, and TFRs. Preferred Routes In order to aid in the efficient and orderly operation of IFR traffic using Federal Airways, a system of preferred IFR routes has been established. It is to the pilot’s advantage to plan for the use of a preferred route when one exists between the departure and destination airports. A list of preferred IFR routes can be found in the A/FD. Pre- Planning Preparation • 5 SECTION 2 Departure Segment Planning 1. Complete Weight and Balance and CG Calculations for departure in the same manner for a VFR flight. Departure Airport Information 2. To determine if you can safely depart, view your departure airport in the Airports tab in ForeFlight. Verify the information with the AF/D. 3. View the TAF for your departure time, making note of conditions. Takeoff Minimums 4. Consider Takeoff Minimums for 121 regulations. Although not required to adhere to under part 91 operations, awareness of these minimums is critical to safety. If none exist, 1 mile visibility is considered standard takeoff minimum for aircraft of two engines or less. ForeFlight > Airports > Procedures > Departure > Takeoff Minimums Departure Procedure ForeFlight > Airports > Procedures > Departure 5. When planning for departure, familiarize yourself with departure procedures that
Recommended publications
  • Aircraft Engine Performance Study Using Flight Data Recorder Archives

    Aircraft Engine Performance Study Using Flight Data Recorder Archives

    Aircraft Engine Performance Study Using Flight Data Recorder Archives Yashovardhan S. Chati∗ and Hamsa Balakrishnan y Massachusetts Institute of Technology, Cambridge, Massachusetts, 02139, USA Aircraft emissions are a significant source of pollution and are closely related to engine fuel burn. The onboard Flight Data Recorder (FDR) is an accurate source of information as it logs operational aircraft data in situ. The main objective of this paper is the visualization and exploration of data from the FDR. The Airbus A330 - 223 is used to study the variation of normalized engine performance parameters with the altitude profile in all the phases of flight. A turbofan performance analysis model is employed to calculate the theoretical thrust and it is shown to be a good qualitative match to the FDR reported thrust. The operational thrust settings and the times in mode are found to differ significantly from the ICAO standard values in the LTO cycle. This difference can lead to errors in the calculation of aircraft emission inventories. This paper is the first step towards the accurate estimation of engine performance and emissions for different aircraft and engine types, given the trajectory of an aircraft. I. Introduction Aircraft emissions depend on engine characteristics, particularly on the fuel flow rate and the thrust. It is therefore, important to accurately assess engine performance and operational fuel burn. Traditionally, the estimation of fuel burn and emissions has been done using the ICAO Aircraft Engine Emissions Databank1. However, this method is approximate and the results have been shown to deviate from the measured values of emissions from aircraft in operation2,3.
  • Chapter: 2. En Route Operations

    Chapter: 2. En Route Operations

    Chapter 2 En Route Operations Introduction The en route phase of flight is defined as that segment of flight from the termination point of a departure procedure to the origination point of an arrival procedure. The procedures employed in the en route phase of flight are governed by a set of specific flight standards established by 14 CFR [Figure 2-1], FAA Order 8260.3, and related publications. These standards establish courses to be flown, obstacle clearance criteria, minimum altitudes, navigation performance, and communications requirements. 2-1 fly along the centerline when on a Federal airway or, on routes other than Federal airways, along the direct course between NAVAIDs or fixes defining the route. The regulation allows maneuvering to pass well clear of other air traffic or, if in visual meteorogical conditions (VMC), to clear the flightpath both before and during climb or descent. Airways Airway routing occurs along pre-defined pathways called airways. [Figure 2-2] Airways can be thought of as three- dimensional highways for aircraft. In most land areas of the world, aircraft are required to fly airways between the departure and destination airports. The rules governing airway routing, Standard Instrument Departures (SID) and Standard Terminal Arrival (STAR), are published flight procedures that cover altitude, airspeed, and requirements for entering and leaving the airway. Most airways are eight nautical miles (14 kilometers) wide, and the airway Figure 2-1. Code of Federal Regulations, Title 14 Aeronautics and Space. flight levels keep aircraft separated by at least 500 vertical En Route Navigation feet from aircraft on the flight level above and below when operating under VFR.
  • Adaptive Trajectory Planning for Flight Management Systems

    Adaptive Trajectory Planning for Flight Management Systems

    From: AAAI Technical Report SS-01-06. Compilation copyright © 2001, AAAI (www.aaai.org). All rights reserved. Adaptive Trajectory Planning for Flight Management Systems Igor Alonso-Portillo Ella M. Atkins Aerospace Engineering Department University of Maryland College Park, MD 20742 {alonsoip, atkins}@glue.umd.edu Abstract This paper describes an adaptive trajectory planner capable of computing new flight paths that take into Current Flight Management Systems (FMS) can account flight plan goals as well as system failures that autonomously fly an aircraft from takeoff through landing but may not provide robust operation to anomalous events. affect aircraft performance. We propose feedback of We present an adaptive trajectory planner capable of changing flight dynamics from the lower level control dynamically adjusting its world model and re-computing systems to the high level path-planning module. This feasible flight trajectories in response to changes in aircraft information can be crucial when there are variations in the performance characteristics. To demonstrate our approach, flight envelope of the aircraft that invalidate the presumed we consider the class of situations in which an emergency model. Based on dynamic parameter feedback, our path landing at a nearby airport is desired (or required) for planner adapts its performance model. Then, it either safety considerations. Our system incorporates a verifies that current trajectories are still safe or else constraint-based search engine to select and prioritize generates a new trajectory that allows continued emergency landing sites, then it synthesizes a waypoint- autonomous operation during post-failure flight. This based trajectory to the best airport based on post-anomaly flight dynamics.
  • Effective Flight Plans Can Help Airlines Economize

    Effective Flight Plans Can Help Airlines Economize

    While flight plan calculations are necessary for safety and regulatory compliance, they also provide airlines with an opportunity for cost optimization. Effective Flight Plans Can Help Airlines Economize By Steve Altus, Ph.D., Senior Scientist, Airline Operations Product Development, Jeppesen Every commercial airline flight begins with a flight plan. Over time, small adjustments to each flight plan can add up to substantial savings across a fleet. Optimal overall performance is influenced by many factors, including dynamic route optimization, accurate flight plans, optimal use of redispatch, and dynamic airborne replanning. While all airlines use computerized flight planning systems, investing in a higher-end system — and in the effort to use it to its full capability — has significant impact on both profitability and the environment. An operational flight plan is required to This article provides a brief overview of and lost revenue from payload that can’t ensure an airplane meets all of the flight planning and discusses ways that flight be carried. These variations are subject to operational regulations for a specific flight, planning systems can be used to reduce airplane performance, weather, allowed to give the flight crew information to help operational costs and help the environment. route and altitude structure, schedule them conduct the flight safely, and to constraints, and operational constraints. coordinate with air traffic control (ATC). FLIGHT PLanninG FUndaMentaLS Computerized systems for calculating OptiMIZinG FLIGHT PLans flight plans have been widely used for A flight plan includes the route the crew will decades, but not all systems are the fly and specifies altitudes and speeds.I t also While flight plan calculations are necessary same.
  • (VL for Attrid

    (VL for Attrid

    ECCAIRS Aviation 1.3.0.12 Data Definition Standard English Attribute Values ECCAIRS Aviation 1.3.0.12 VL for AttrID: 391 - Event Phases Powered Fixed-wing aircraft. (Powered Fixed-wing aircraft) 10000 This section covers flight phases specifically adopted for the operation of a powered fixed-wing aircraft. Standing. (Standing) 10100 The phase of flight prior to pushback or taxi, or after arrival, at the gate, ramp, or parking area, while the aircraft is stationary. Standing : Engine(s) Not Operating. (Standing : Engine(s) Not Operating) 10101 The phase of flight, while the aircraft is standing and during which no aircraft engine is running. Standing : Engine(s) Start-up. (Standing : Engine(s) Start-up) 10102 The phase of flight, while the aircraft is parked during which the first engine is started. Standing : Engine(s) Run-up. (Standing : Engine(s) Run-up) 990899 The phase of flight after start-up, during which power is applied to engines, for a pre-flight engine performance test. Standing : Engine(s) Operating. (Standing : Engine(s) Operating) 10103 The phase of flight following engine start-up, or after post-flight arrival at the destination. Standing : Engine(s) Shut Down. (Standing : Engine(s) Shut Down) 10104 Engine shutdown is from the start of the shutdown sequence until the engine(s) cease rotation. Standing : Other. (Standing : Other) 10198 An event involving any standing phase of flight other than one of the above. Taxi. (Taxi) 10200 The phase of flight in which movement of an aircraft on the surface of an aerodrome under its own power occurs, excluding take- off and landing.
  • B767 FMS Step Climb Predictions

    B767 FMS Step Climb Predictions

    Page 1 BOEING 767 B767 FMS STEP CLIMB Step climb calculations depend upon prior calculation of the required profile for the current cruise altitude and the active route. This profile is based on scheduled speeds and cost index, beginning with current gross weight. If no wind or temperature forecast is entered, it is based on still air and zero ISA deviation prior to takeoff. In flight, the currently measured ISA deviation is extrapolated to all waypoints in the flight plan through the end of the flight. The actual wind is resolved into a headwind or tailwind component which is washed out to half its value in 200 NM during cruise or in 5000 ft during climb or descent. Beyond these points it continues to wash out exponentially. Entering wind forecasts will make the active flight plan profile prediction more precise. This can be done in two ways; An overall average wind entered on the PERF INIT page will be treated as a forecast of cruise wind. A wind forecast entered opposite a cruise waypoint on the RTE DATA page overrides the overall wind forecast from that waypoint on. In fact, it is retained for the remainder of the cruise segment until the next waypoint with a wind forecast entry. Therefore, wind forecasts can be precisely reflected in the FMC by entering winds opposite the cruise waypoints they take effect. They need not be entered at each waypoint, only those where there is a significant change in the forecast. These entries affect only the active or provisional route fuel/cost predictions.
  • Operator's Flight Safety Handbook, Issue 2

    Operator's Flight Safety Handbook, Issue 2

    THIS PAGE INTENTIONALLY LEFT BLANK CEO STATEMENT ON CORPORATE SAFETY CULTURE COMMITMENT Corporate Safety Culture Commitment i June 2000 Issue 1 CORE VALUES Among our core values, we will include: l Safety, health and the environment l Ethical behaviour l Valuing people FUNDAMENTAL BELIEFS Our fundamental safety beliefs are: l Safety is a core business and personal value l Safety is a source of our competitive advantage l We will strengthen our business by making safety excellence an integral part of all flight and ground activities l We believe that all accidents and incidents are preventable l All levels of line management are accountable for our safety performance, starting with the Chief Executive Officer (CEO)/Managing Director CORE ELEMENTS OF OUR SAFETY APPROACH The five core elements of our safety approach include: Top Management Commitment l Safety excellence will be a component of our mission l Senior leaders will hold line management and all employees accountable for safety performance l Senior leaders and line management will demonstrate their continual commitment to safety Responsibility & Accountability of All Employees l Safety performance will be an important part of our management/employee evaluation system l We will recognise and reward flight and ground safety performance l Before any work is done, we will make everyone aware of the safety rules and processes as well as their personal responsibility to observe them Clearly Communicated Expectations of Zero Incide nts l We will have a formal written safety goal, and we
  • Quantifying the Impact of Flight Predictability on Strategic and Operational Airline Decisions

    Quantifying the Impact of Flight Predictability on Strategic and Operational Airline Decisions

    Quantifying the Impact of Flight Predictability on Strategic and Operational Airline Decisions by Lu Hao A dissertation submitted in partial satisfaction of the requirements for the degree of Doctor of Philosophy in Engineering – Civil and Environmental Engineering in the Graduate Division of the University of California, Berkeley Committee in charge: Professor Mark Hansen, Chair Professor Joan Walker Professor Rhonda Righter Spring 2015 Abstract Quantifying the Impact of Flight Predictability on Strategic and Operational Airline Decisions by Lu Hao Doctor of Philosophy in Engineering – Civil and Environmental Engineering University of California, Berkeley Professor Mark Hansen, Chair In this thesis, we examine how the predictability of travel time affects both the transportation service providers’ strategic and operational decisions, in the context of air transportation. Towards this end, we make three main contributions. The first is the development of accurately measuring predictability of travel time in air transportation to best model airline decision behavior. The measure is sensitive to the different nature that’s driving the decision. The second is an empirical investigation of the relationship between the best-measured travel time predictability and the transportation service providers’ strategic and operational decisions to gain insights into the significance of the impact of predictability. The third contribution is proposing an algorithm to improve predictability in order to save cost in the strategic decision process through re-sequencing the departure queue at the airport. We consider the strategic decision as the setting of the scheduled travel time for each trip that typically happened six months before the travel date. On the operational side, we investigate into the decision of the amount of fuel loaded to each flight in the daily operation.
  • ATP VFR Flight Planning Training Supplement Will Guide You Through the Flight Planning Process

    ATP VFR Flight Planning Training Supplement Will Guide You Through the Flight Planning Process

    VFR Flight Planning Training Supplement ATPFlightSchool.com Revised 2018-12-03 Revised 2018-12-03 Copyright © 2018 Airline Transport Professionals. No part of this publication may be reproduced, stored in a retrieval system, or transmitted, in any form or by any means electronic, mechanical or otherwise, without the prior written permission of Airline Transport Professionals. Introduction The ATP VFR Flight Planning Training Supplement will guide you through the flight planning process. It will utilize the resources available to you as an ATP student. This supplement is designed as an exercise to demonstrate that you understand the important relationships and concepts of VFR flight planning. The contents of this supplement apply to all ATP aircraft types, but performance from the C172S Model will be used for all sample charts. Required Items Prerequisites • Successful completion of the iPad ATP Private Pilot Self-Study Course through Module 12 • Thorough understanding of all concepts involved in VFR flight planning iPad • ForeFlight App with DUATS login and WiFi Access • ATP Flight School App Books & Publications • Cessna 172S Model POH (iPad) • Airport Facility Directory (AF/D) (iPad) • Current paper sectional for areas of flight - ForeFlight sectionals are not acceptable for this exercise • 3 copies of the ATP Nav Log • ATP Weight & Balance Form (if in PA-44 Seminole) • ATP’s Airworthiness Checklist • VFR Flight Planning Supplement Worksheet Tools • Plotter • E6B computer • Calculator • Scratch paper and pencil For Your Checkride • The POH for your n-numbered checkride aircraft • The maintenance logbook for your n-numbered checkride aircraft Introduction • 1 SECTION 1 Initial Planning Overview Resources • ForeFlight • POH • Scratch paper and pencil Complete Table 1.1 on the VFR Flight Planning Supplement Worksheet.
  • FAA ICAO Flight Planning Interface Reference Guide Version 2.1

    FAA ICAO Flight Planning Interface Reference Guide Version 2.1

    En Route and Oceanic Services Aeronautical Information and Flight Planning Enhancements FAA ICAO Flight Planning Interface Reference Guide Version 2.1 Federal Aviation Administration November 15, 2012 Air Traffic Organization En Route and Oceanic Services, ATO-E Technical Performance Support Group , AJE- 36 FAA ICAO Flight Planning Interface Reference Guide Table of Contents 1. Introduction ................................................................................................................................... 7 1.1 Scope ........................................................................................................................... 7 1.2 Background ................................................................................................................ 7 1.3 FAA FPL Services ...................................................................................................... 8 1.4 Document Organization ........................................................................................... 8 2. Operational Use of Flight Planning Messages .......................................................................... 8 2.1 Initial FPL Filing ........................................................................................................ 8 2.1.1 Flights Remaining Entirely within U.S. Domestic Airspace ............................... 8 2.1.2 Flights Leaving U.S. Domestic Airspace ................................................................ 9 2.1.3 Flights Entering U.S. Domestic Airspace (from or Through
  • IAS: a Handle on Range Performance Bill Compton

    IAS: a Handle on Range Performance Bill Compton

    IAS: A Handle on Range Performance Bill Compton Indicated airspeed (IAS) is a landmark for range performance. At one weight, an airplane will have an IAS for Best range and least drag, VBr, with a Specific Range, SR, nautical air miles/gallon (nam/g). Vbr and SR vary with weight, By the formulas Vbr2 = Vbr1 √W2/W1, and SR2 = SR1 (W1/W2). Vbr and SR are independent of altitude. For the V35TC, estimating Vbr 112KIAS, 14.3 nam/g at 3400#, the numbers can be expanded by the formulas over the aircraft’s operating weight range, as in Table 1. Weight 1.0 VBr 1.0 SR 1.16 VBr .96 SR 3800 119 12.8 137 12.28 3400 112 14.3 130 13.73 3000 105 16.2 122 15.52 2600 98 18.7 114 17.95 Table 1. V35TC. Vbr and nam/g Table 2. V35TC at 1.16 Vbr and .96SR These numbers can be expanded in another way (arrow to TaBle 2). A “Target IAS” flown can Be a percentage above Vbr while accepting a predicted range loss. Range decreases more and more as IAS is increased. 1.07 Vbr still gives .99 SR; 1.11 gives .98; 1.16 gives .96 (TaBle 2); 1.26 gives .90; and 1.316 (Carson speed) gives .86 . A Bonanza has very long legs at 1.16 VBr, if you have the patience. In stable cruise flight, IAS is an index of thrust as well as drag. Thrust is a force, and does no work unless exerted over a distance.
  • Flight Planning Made Easy

    Flight Planning Made Easy

    Flight planning made easy. SM ARINCDirect FLIGHT PLANNING Our ARINCDirectSM desktop and mobile flight support service applications offer you a complete suite of tools and support services to efficiently and effectively operate your flight department and aircraft. Create and file electronic flight plans anywhere worldwide, using aircraft performance data and the latest atmospheric forecasts for the most precise fuel burns and time calculations. Run flight plans. Check weight and balance. Track flights. Monitor weather conditions. Manage fuel costs via our tankering functionality. And much more. All from the industry leader in business aviation technology and unparalleled in customer service. Flight planning features Weather services > Flight plan computation and filing > Integrated flight risk assessment tool > Mapping application with worldwide enroute > Flight hazard alerting charts and weather overlays > Worldwide managed NOTAMs > Weight and balance computations/load manifest > Passenger weather briefings with company logo > Aircraft performance calculations > Web – text and graphical weather > Runway analysis including obstacle data > Flight deck – text and graphical weather > FlightRisk and Vector SMS real-time assessment and analysis tools Live flight tracking > Critical fuel summaries/ETP calculations > Graphical aircraft tracking tool (FlightAware) > Multi-leg tankering computations > Air Traffic Control data from over 50 countries > Route cost comparison > Aircraft data link position reports > Recently and frequently cleared routes